Railway car underframe



Gm., 22E, E939. G. E. Damm RAILWAY CAR UNDEREBAE Filed may e, 1937'A .1 Sheets-Sheet l Lul: 111111111771 I @et 3i, QISQ, cs a. DOREY RAILWAY CAR UNDERFRAE.

Filed May 6, 1957 4 Sheets-Sheet 2 l 5V VEN TOR.

G. B. DOREY @me si; T1593@ Filed may e, 1937 4 shets-sheet 3 NVENTOR.

Gat. 3i, i939. e, E. DQREY RAILWAY GAR UNDERFRAME Filed May 6, 1937 4 Sheets--Sheefl 4 M iL/7 Patented Oct. 31, 1939 omiso STATES.

2,178,634 RAILWAY OAR UNDERFRAME George Binet Dorcy, Westmount, Quebec, `Canada, assigner to Enterprise Railway Equipment Company, Chicago,` Il1.,. a. corporation ofy I1- lillois Application May 6, 1937., Serial No. 141,016 i claims.. (01.]'105-7-228) My invention reiatcs to improvements in railway car underirames and is particularly adapted for use in conjunction with longitudinally extending drait transmitting members having in-r A tegral center plate structures. v

The invention is an improvement on the type of structure as deiined by United States Patent No. 2,003,341 granted to Argyle Campbell, June Ll, 1935, and relating to Underframe construe-- tion for railway cars. in the said type oi underd frame construction'making use of a unitary casting having the center sill filler casting and bolster bottom member cast in one piece, experience has shown that the cost of machining and fitting the parts renders the cost oi application veryfhigh and furthermoradue to variations in the sizes of the center sill beams, there is great difficulty in obtaining the necessary close iitting of the parts. My improved construction overcomes this objection by providing a construction wherein a longitudinally extending draft member is formed as a separate unit from the transversely extend` ing bottom tie member of the body bolster and provision made for interlocking the respective parts and welding them in operative relation after the parts are fitted together.

Another object ci, my invention isto provide a construction wherein the longitudinal member may be standardized and any modifications neco1 essary to suit diiierent types of bolsters may be made the comparatively simple bottom member.

For further` comprehension of my invention reference may be had to the accompanying draw- 5 ings wherein Fig. i is a vertical transverse sectional view taken through the central portion of a railway car body bolster, said view showing only so much of the car structure as necessary to show my improved construction with the car 1 structure incidental thereto.

Fig. 2 is a bottom plan view of that part oi the car indicated in Fig. l. Fig. 3 is a longitudinal vertical sectional View taken on a line corresponding substantially to a line 3 3 oi Fig. 2.

.i3 Fig. 4,- is a `detached plan view or" the bolster bot tom tie n ember shown in Figs. l-3 inclusive, and as viewed on a line Ii-l of Fig. 1. Fig. 5 is a vertical transverse sectional View of slightly more than one half of the bolster bottom tie member,

A and as viewed on a line 5-5 of Fig. 4. y Fig. 6y

is a bottom plan view of the body bolster of a railway car and showing a modified form of my invention. tional view taken through the car and on a line corresponding substantially to a line 'l-l of Fig. 7 is a vertical transverse sec`l Fig; 6. Fig. 8 is-a vertical longitudinal sectional iew taken throughfthe center sill structure and on a line corresponding substantially to a line 8-8 ofA Fig. 7.y Fig. 9 is a vertical, transverse sectional view taken throughA the lower portion of 5 a railway canand illustrating my invention as applied in connection with a cast steel body 'bolster and cast center sill and as applied to a hopper carA structure. Fig. l0 isa longitudinal vertical sectional view taken through the car and 10 on a line corresponding substantially to a line lil-l0 of Fig. 9.

Referring rst to the construction shown in Figs. 1 to5 inclusive wherein is shown a longitudinally extending center sill structure formed oi 15 a pair of Zshaped beams lI--ll arranged with their webs I2 vertically disposed. The top flanges 3-i3 ofthe respective sections face inwardly towards .each other and are united along their edges along the longitudinal center of the car by 20 welding as indicated at I4. The lower ange l5 of each Z-beam member Il faces outwardly of the center sill.

Extending 'transversely outwardly from said center sill on'each side thereof are bolster dia- 25 phragms Iii-I6. These diaphragms are arranged in pairs on each side of the center sill and spacedv from each other lengthwise of the car. Each said member I6 is preferably formed of pan shaped `formation including a vertical web I'l and 30 continuous anges as indicated by upper flange IIL-lower flange I9 and inner vertical flange 2B. Extending transversely of the car above the diaphragms: and riveted thereto and with the center sill is the'bolster top plate 2l. 35,

Extendinglengthwise of the car and' disposed between'the center sills is the draft transmitting element 22;'y Said element is preferably in the n form of a casting having a horizontal top wall 23 bearing against the upper wall or iianges E3 of 40:

the center sill and the casting is formed with longitudinal Vertical wall sections 2li-24 adapted to register with. the center sill `webs l2-l2 respectively and united therewith by means of rivets 25. The respective longitudinal walls are 45 'united adjacent. the front end of the casting by means of a transversely extending wall 2B which constitutes a rear abutmentior the draftv gear. The rear abutment wall 26 is bracedv centrally by a longitudinally extending wall 2l. 50

The lower part of the element 22 is formed with a horizontally extending wall 28, the under face of which isy substantially in alignment with the under `faceI of the center sill anges l5. The central portion of. the wall 28 merges into'A a de- 55 pressed portion 29 of generally circular formation which constitutes the center plate bearing of the car; said depressed portion is of appreciable depth and at its center is formed with a hollow cylindrical portion 30 which extends upwardly between the center sills. The cylindrical portion is adapted' to receive the center pin of the car.

The center bearing plate section is suitably braced by longitudinally and transversely extending walls 3|, 32, 33 and the aforementioned vertical wall 21, said respective walls being extended downwardly within the depressed portion of the center plate section and merging into the cylindrical portion 30 to form a column of great strength. Intermediate the upper and lower walls, the center member is reinforced by a horizontally extending wall 34.

The lower horizontal wall 28 is formed at each end with a cutaway portion 35 of substantially channel shape. The body bolster is tied transversely of the car by a bottom tie member 36, which in effect, consists of a flat like body portion 31 having an opening 38 corresponding in shape to the contour of the center plate section and of slightly larger diameter in order to permit the center plate portion to t readily in the opening. The body portion is positioned below the center sill in such a manner that the upper surface of the tie member bears against the under surface of the center sill flanges |5 and underlies the bottom flanges |9 of the bolster diaphragms I6. Formed integrally with the body portion 31 are the diaphragm spacers 39 which lie between the pairs of diaphragms |6|6 and also constitute bracing means for the side bearings 40. The body portion of the tie member 36 preferably terminates a short distance beyond the side bearings and continuity of reinforcement is effected by means of plates 4| which are welded or otherwise secured to the body portion as indicated at 42. Connection between the bolster diaphragms and the tie member is effected by rivets as indicated at 43 and 44 and connection between the center sill lower flange and the tie member is effected by rivets 45.

The bottom tie member is reinforced on each side of the opening 38 by making that portion of the tie which extends across the center sills of increased thickness, said increased thickness being formed by an upwardly projecting section 46. Said section 46, as will be noted by reference to Fig. 2, is of generally T shape contour and is formed with a portion 41 disposed in the channel shaped cutaway 35 of member 22. The section 46 and wall 28 lie in a common plane and are so arranged as to provide an interlocking joint between the bottom tie member 36 and the top member 22.

The interlocking between the respective members is rendered positive by welding along the edges ofthe respective sections at the locations indicated at 48, 49 and 50 respectively. The fact that the welds 48, 49 and 50 provide for a welded joint extending both longitudinally and transversely of the car assures additional strength against rupture as compared with a straight line welded joint. The said members 22 and 36 are further united by welding the two parts together around the edge of the opening 38 as indicated at 5|.

With the arrangement of the parts as indicated, assembly may be carried out by first applying the center member in position between the center sills in such a manner as to obtain a direct bearing against the under surface of the center sill top flanges; the bottom tie member is then placed in position and bolted or riveted in order to obtain a firm bearing against the lower flange of the center sills. With the parts in operative relation, the welding is then carried out and the structure thereafter functions with the same effect as if the center member 22 and the lower tie plate 36 had been cast as an integral unit in the first instance. This construction of integrally uniting the two sections after the parts have been fitted together provides for proper distribution of bearing strains between the top and bottom center sill flanges irrespective of variations in the center sill vertical dimensions and the necessity for precision machining is eliminated.

In the modification shown in Figs. 6-8 inclusive, H10-|00 indicates the center sills, |0| the center member having the center plate |02 formed integrally therewith, said member having at its forward end draft gear abutments |03. On each side of the center sills are bolster sections |04-|04, which are preferably formed of cast members, and each having a side bearing |05 projecting downwardly. The top cover plate indicated at |06 extends from side to side of the car and is riveted to the bolster sections. The bottom cover plate l G1 likewise extends from side to side of the car and connects with side sills 08| 08; said plate is formed with a circular opening |09 and substantially rectangular openings |0| I0, the former being adapted to receive the center plate section |02 and the latter being for the reception of the downwardly projecting side bearings |05-|05.

The bottom cover plate |531 is disposed in underlying relation with the lower anges of the center sill and with the bolster sections |04|04 and riveted to said respective members. The center member and bolster sections are integrally united to the bolster bottom cover plate by welding at the center plate as at ||2 and at the side bearings as at i3. The weld ||2 is preferably carried out by forming a continuous weld completely around the center plate and. the welds ||3 are in similar manner preferably made to form a continuous weld around the four sides of the side bearings. With the parts welded as indicated, it will be apparent that the bottom tie plate, center plate section and side bearings will be integrally united to form a very strong construction and one which may be readily and cheaply made.

In the embodiment of my invention as illustrated in Figs. 9 and l0, my improved construction is shown as applied to the hopper type of car having a sloping end iioor and wherein the body bolster and center sills are formed of cast members. i

In said construction the body bolster is indicated at 200 and the center sill at 23|. The sides of the car are shown at 2M and as will be noted the body bolster extends from side to side of the car and straddles the center sills. The upper part of the bolster is formed with an inclined portion which supports the sloping floor 203. The center sill 20| includes spaced vertical walls 204-204 connected by a top horizontal Wall 205 and the vertical walls at their lower portion are reinforced by an outstanding horizontal flange 206. The said vertical walls 7204-204, adjacent the body bolster, are connected by transverse vertical walls 201-201 and said last named walls in connection with the center sill webs from a box like structure below which the center plate section 2% is disposed. The center sill webs are further tied together transversely by a horizontally extending wall 289 which lies on the same level as the flanges 29d. On the inner side of the boxlile section the center plate section is braced by suitable ribs 2m.

The center sill is provided with front and rear each side of the center sill as indicated at di respectively. The center sill as constructed is free from any side projecting portions and may be readily manufactured and stored or shipped without danger of breaking.

'I'he body bolster 253@ includes strut portions on each side of the center sill as indicated at 2l@ which abut against the outer side of the center sill at 2l@ and also rest' on the center sill flange at 2l5, each said strut portion having substantially horizontally extending lianges 2id.

The bolster bottom tie plate 2li extends beneath the center sill and body bolster and is provided with side bearings 2&8. The tie plate is provided with an opening 293 within which the center plate section fits and welding is effected around the center plate as indicated at 2id in order to integrally unite the center sill and bottom tie. The respective parts are further united by welding an upstanding lug portion 22d to the horizontal wall of the center sill as indicated at 22l and 222. The said lug portion 22@ is in eiect obtained by providing increased thickness in the body portion oi member Ell for a short distance between the center sills.

Should it be necessary for any reason to dismantle a, car having the center sill and bottom tie member welded together as indicated, the rivets 223 are severed and the center sill may then be removed with the same ease as if the two parts had originally been cast as a unit and the parts may then be reassembled with the assurance that the parts will iit together.

While I have shown certain preferred embodiments of my invention I contemplate all modiiications which come within the scope of the specification and claims appended hereto.

What I claim is:

l. In a railway car underframe, the combination with a center sill member incorporating therewith an integral center plate, oi a bolster bottom tie member extending transversely across the center sill and to each side thereof, said member having an opening therein adapted to encircle th enter plate, and means adapted to unite the saio bottom member and center sill member to function as in integral unit, said uniting means including a welded connection between the center plate and the edge of the opening in the tie member.

2. In a railway car underframe, the combination with a center sill member incorporating therein an integral center plate and integrally formed horizontally extending wall means above the center plate; of a bolster bottom tie member extending transversely across the center sill and adapted to bear on the said wall means, said tie member having therein an opening adapted to encircle the center plate; and means adapted to unite the said bottom member and center sill member to function as an integral unit, said uniting means including a welded joint between the tie member and the center plate, said weldedjoint extending around the center plate and an additional welded connection between the tie member and the horizontally extending wall of the center sill member.

3. In a railway car underframe, the combination with a longitudinally extending member having a center plate portion of appreciable depth formed integrally therewith; of a bolster section on each side of the longitudinal member and disposed substantially in alignment with the center plate portion, each said bolster section having a side bearing formed therewith; and a bolster bottorn tie plate extending beneath the center portion and the bolster sections, said tie plate having openings adapted to fit over the center plate portion and side bearings respectively; and welded connections adapted to extend around the respective openings to unite the center plate portion and side bearings in an integral structure with the bottom tie plate.

4. In a railway car having a center sill including spaced vertical walls and an upper horizontally extending wall connecting said vertical walls, each of said vertical walls having a lower marginal wall extending outwardly horizontally; a foundation member combining in one unit a center sill reinforcement, center plate and bolster bottom tie member, said member having a longitudinally extending portion provided with the center plate portion and adapted to be positioned between the vertical walls of the center sill in such a manner as to provide a bearing against the upper wall of the center sill and having the bolster tie plate formed as a separate piece from the said longitudinally extending portion and adapted to be applied to bear on the lower ange of the center sill; said bolster tie plate having an opening adaptedto encircle the center plate portion and be welded thereto after the two oomponents have been placed in operative relation whereby bearing strains will be proportioned between the upper and lower walls of the center sill irrespective of variations in the vertical dimensions of the center sills.

GEORGE BINET DOREY.

CERTIFICATE 0E CORRECTION. Patent No. 2,178,05LL. October 51, 1939.

. GEORGE BINET DCEEY. 'It iss-hereby certified that error appears n the printed specification of the above numbered patent requiring; correction as follows.: Page 5, first column, line 9. for the words "each side of the center sill as indicated' at 215" read draft-gear abutmentsas indicated at 211 and 212; line 15, for "212" read 215; and that the said Letters Patent should be read with this correction therein that the same may conform to the record of the case in the Patent Office. i

signed and sealed this 5th day of December, A. D. 1959.

Henry Van Arsdale, (Seal) Acting Commissioner of Patents. 

